Fuel Guidance

lig t p r ti uel Gui ance

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ersion2 ‐ Company Co fidential

ns

Jan 2012

Ta le of  of Co Contents 1..

Introduction............. tion ................................................................................................................... 4

2..

Preflight ......................................................................................................................... 6

3..

4..

5..

2.1.

Ref  rences....... rences ............................................................................................................. 6

2.2.

Cost Index (CI).. (CI)........................................................................................................ 6

2.3.

Fuel planning ......................................................................................................... 7

2.3.1.

Extra Fuel ....................................................................................................... 7

2.3.2.

Tankering nd cold soaked fuel fro t ............................................................ 8

2.3.3.

Planning without a destination alternate........... rnate.................................................... 10

2.3.4.

Reduced Contingency uel (RCF) procedure ............................................... 11

2.3.5.

Policy Fuel .................................................................................................... 11

2.4.

Aircraft loading and takeoff CG ........................................................................... 11

2.5.

FM programming............... ing............................................................................................... 12

2.6.

AP managem nt................ nt................................................................................................ 13

Start, ta i and takeo f .................. f .................................................................................................. 14 3.1.

Warm up.......... up .............................................................................................................. 14

3.2.

De arture dela s ................................................................................................. 14

3.3.

Taxi speed........ speed ............................................................................................................ 14

3.4.

Choice of depar of departure runway vs. taxi tim s .......................................................... 14

3.5.

Fla setting on eparture .................................................................................... 15

3.6.

Reduced takeof f thrust f  thrust........ ........................................................................................ 15

Departu e and climb.................................................................................................... 16 4.1.

Initial climb out profile management..... agement .................................................................. 16

4.2.

Derated thrust limb ........................................................................................... 16

Cruise Management .................................................................................................... 17 5.1.

Cost index vs. L ng‐range cruise ......................................................................... 17

5.2.

Lat ral track m nagement .................................................................................. 17

5.3.

Ver ical profile

5.4.

Airc raft trim ......................................................................................................... 18

5.5.

Replanning....... lanning ........................................................................................................... 18

anagement............................................................................... 17

6..

Descent ........................................................................................................................ 19

7..

Holding ........................................................................................................................ 20

8..

Approach and landing ................................................................................................. 21

9..

8.1.

Basic principles of decelerat of  decelerated approac ............................................................ 21

8.2.

Fla 30 landing .................................................................................................... 21

8.3.

The cost of a of  a missed approach ............................................................................ 21

8.4.

Use of reverse of  reverse thrust after l nding ..................................................................... 21

Post flig t reporting. reporting..................................................................................................... 23



ersion2 ‐ Company Co fidential

Jan 2012

Ta le of  of Co Contents 1..

Introduction............. tion ................................................................................................................... 4

2..

Preflight ......................................................................................................................... 6

3..

4..

5..

2.1.

Ref  rences....... rences ............................................................................................................. 6

2.2.

Cost Index (CI).. (CI)........................................................................................................ 6

2.3.

Fuel planning ......................................................................................................... 7

2.3.1.

Extra Fuel ....................................................................................................... 7

2.3.2.

Tankering nd cold soaked fuel fro t ............................................................ 8

2.3.3.

Planning without a destination alternate........... rnate.................................................... 10

2.3.4.

Reduced Contingency uel (RCF) procedure ............................................... 11

2.3.5.

Policy Fuel .................................................................................................... 11

2.4.

Aircraft loading and takeoff CG ........................................................................... 11

2.5.

FM programming............... ing............................................................................................... 12

2.6.

AP managem nt................ nt................................................................................................ 13

Start, ta i and takeo f .................. f .................................................................................................. 14 3.1.

Warm up.......... up .............................................................................................................. 14

3.2.

De arture dela s ................................................................................................. 14

3.3.

Taxi speed........ speed ............................................................................................................ 14

3.4.

Choice of depar of departure runway vs. taxi tim s .......................................................... 14

3.5.

Fla setting on eparture .................................................................................... 15

3.6.

Reduced takeof f thrust f  thrust........ ........................................................................................ 15

Departu e and climb.................................................................................................... 16 4.1.

Initial climb out profile management..... agement .................................................................. 16

4.2.

Derated thrust limb ........................................................................................... 16

Cruise Management .................................................................................................... 17 5.1.

Cost index vs. L ng‐range cruise ......................................................................... 17

5.2.

Lat ral track m nagement .................................................................................. 17

5.3.

Ver ical profile

5.4.

Airc raft trim ......................................................................................................... 18

5.5.

Replanning....... lanning ........................................................................................................... 18

anagement............................................................................... 17

6..

Descent ........................................................................................................................ 19

7..

Holding ........................................................................................................................ 20

8..

Approach and landing ................................................................................................. 21

9..

8.1.

Basic principles of decelerat of  decelerated approac ............................................................ 21

8.2.

Fla 30 landing .................................................................................................... 21

8.3.

The cost of a of  a missed approach ............................................................................ 21

8.4.

Use of reverse of  reverse thrust after l nding ..................................................................... 21

Post flig t reporting. reporting..................................................................................................... 23

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Jan 2012

10. Dubai specifics......... ecifics ............................................................................................................. 24 11. Commo pitfalls .......................................................................................................... 27 12. Boeing P.I.P Package.................................................................................................... 28 1 . FAQs & rojects ........................................................................................................... 29 14. Summar ...................................................................................................................... 31

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Jan 2012

1. Introducti on The intention of  this docum nt is to ensure you are informed about fuel. It is not intended to act as a blan et statement, but rathe as a refere ce point to enable you o have a bac ground insight to help ou in making informed ecisions on fuel uplift a d usage. e hope to provide a little education and a little guidance that will increase con idence through better knowled e and refer nce materi l as well as providing visibility across multiple business units. In t is revision e will give ou some additional det il / clarification on existing content, update you on ngoing or c mpleted projects as well as insight into what is being plann d and reviewed for the future. Wit high fuel prices and fierce competi ion only th most cost‐ onscious ai lines are able to exp nd their m rkets. Fuel ounts for al ost 35% o flydubai’s t tal operati g costs, and flight crew are key personn l in reducin fuel consu ption. Alth ough nothing is new with respect to cost avings, we an improve the efficien y in our op rations by i creased focus, better routines and stricter uel plannin . We are also sure this can be achie ed without any red ction in flight safety. To give you some numbers bout how t is affects fl dubai. Every US$5 barrel increase i Jet fuel adds appro imately AE 40 million o our annu l costs. The chart belo illustrates quite clearly ho the fuel price we pay ow is differ nt from a base price th t has been et as October 201 . Per USG o JetA1 we n w pay nearly 80c more than 14mo ths ago, but at worst this year it peaked at nearly $1.20. Prior to that we had s en only a 3 c movement since our launc .

Rise in fuel  pri  e at our main ase over the l  st 14 months USG.

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A 1 saving of the 2012 pla ned fuel budget will sa e close to AED 9.5 million. On a 3 hour flight with 7t pl nned fuel u age, that is only 70 kgs. There is def initely a potential of saving much more! These are big n mbers so le s put them into some c ntext arou d our operation and th cor product w sell: A 1 fuel savin is the equi alent of us selling over 6,000 seats at our average fare bracket. Tha would take 155 aircraft to achieve t 70% load factor flying 5 sector da s for 31 days straight. Or it c n be the equivalent of having an aircraft free fr m lease fees for over 7 mo ths. If you onder what this would equate to i ancillary sales in the cabin.…well it means selling n arly 380,00 onboard ovies or ap roximately he same number of Co bo meals. To achieve those kind of numbe s would be o easy task but a 1% r duction in our fuel burn is something that is well withi our abilitie s. flydubai is transitioning into a steady gr wth patter but we have a huge volume of new routes and syst ms – this has made our historical fuel data limit d. The goal is to create a fuel database which can be hared will all stakehold rs across o r Company ‐ including you ‐ to keep every ne informed in this important area. You will re d more on this later in the doc ment. Hist ry shows that airlines focusing on f  el savings a e able to reduce the ave age fuel co sumption f  r each flight – year afte year! A fu l policy gro p already e ists and not only ta es feedback given in to the airline for methods f improvement and reviews the against a usiness cas and operational feasibility study, but also looks at what is bec ming available in the market and h w it can be applied. Th FAQs section tells you more on this. There are numerous possibilities of savi g fuel outside the pilots’ areas of responsibility. flydubai encour ges every pilot and operational tea member to give feedback on area for improvement – many of you have and we’d appreci te it contin ing. As you all know, th re are also other c sts than th cost of fuel to be consi ered. Main enance & engine opera ing cost s, crew costs, delay cost s and a larg number of  flydubai specific param ters that all ma e up the total cost of us operating a flight. Is it all about fu l? Simply put no. Euro Eur pean Emissions Trading plans wher for, the amount of carbon e itted by a pur hased on the open mar et and the bonus is also fo nd in flydu ai helping t gen rations.

e has alrea y started it implementation of  airlines ar responsibl for, and m y need to p y light. In time carbon cr dits may need to be arbon used has a direct relationshi to fuel use . A preserve t e environment for our uture

Saf  ty is our fir t priority. Always. Sho ld any of the recomme dations giv n in this

ma ual, in your opinion, violate your co cept of flig t safety, you know how to prioritise. A good and profe sional pilot or operational team me ber is one hat operat s safely and  effi iently. This manual covers all flight phases, fro pre flight lanning to ost flight reporting. For easy reference a sho t summary is included at the end of  each chapter.

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2. Preflight  A k y factor in the preflight planning ph se is an accurate flight planning to l. Pilots frequently experiencing tha actual fuel differs from planned tend to add extra fuel for unc rtainty. Flight plan opti isation sta ts at Sched led time of departure ( TD)‐9 and r ns to around STD‐ when the flight is filed ith ATC an sent to the crew briefi g system. The flywize flight planning syste is settling in to flydub i, but experience so far and your fee back throu h the flight planning an crew briefing survey suggests that the predicti ns are accurate. If  ou experie ce otherwise, please re ort it via EFOS. We have three areas of  foc s at present to improve within the flight planning system – WY selection based on ind pre ictions, auto tankering nd provisio n of extra fuel decodes. Another key fac or in the ar of saving f  el and cost is the neces ity to depart on time. Minutes lost be ore pushba k will be extremely exp nsive to catch up in flig t, and late arri als will inevitably produce repercus ions, e.g. lost connections. On the length of sectors flydubai fly, even if we wanted to, it is difficult to re over more than 10‐15 inutes by fl ing faster and the c st of doing so will normally outway any commercial recompense. Crews sho ld always plan to fly flig ht plan cost index unles otherwise riefed by NCC. Our stra egy is to m ke up time on the turnaround. Ma y delays are outside crewmember con rol, but Co mander an Senior Cabin Crewme ber leadership and action is essential when unforese n events oc ur. Make things happen instead of  aiting for t ings to happen!

2.1. Referenc s The Flight Crew Training Manual contains guidelines on how to perate the ircraft as effi iently as possible. Know all these te hniques an use them s appropria e on your flight: Ch 1 Ch 3 Ch 4

Drag Factors Due to Trim Tech ique, Primary Rudder T im Techniq e Reduc d and Dera ed Takeoff  hrust Reduc d Thrust Climb, Transiti n to Climb, Climb Spee Determination, Econo y Climb, Optimum Altitude, Cruise Speed De ermination, Step Climb, Cruise Perf  rmance Econo y, Descent Speed Dete mination, Descent Path Descent Pl nning, Descent Rates, Holding Flap S tting for La ding, Mane ver Margin , Approach, Delayed Fla Approach

Ch 5

2.2. Cost Inde (CI) Effectively ECO . The inten is to minimise overall cost. CI is the relation be ween time osts and fuel costs. t CI = 0, time costs nothing compar d to fuel. At CI = 100, an extra minu e of  flying time is co sidered to e 100 times more expe sive than a kilo of fuel. The 737NG I ran e is from 0 o 500, whe e 0 gives m ximum ran e airspeed nd minimu trip fuel, and 500 gives you close to VMO/ MO. flydubai internally limit the CI at the planning stage to CI250. In fl dubai, the ollowing in uts are use for CI calculation: 

fuel price



time dependent maintenance c st



crew cost

flywize then cal ulates a sp cific CI for t e individual route. Fuel price updates occur twi e per month and he calculati ns adjust instantly when a new pla is run.

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Fuel planning to the destina ion alternate assumes I 10. For all normal operations the CI on the f lightplan sh uld be flown. NCC hav the authority to i crease CI d e to unforeseen operational events. This is aut orised to reduce the pre icted total ost of the e ent. This ay be due t weather c anges, night jet bans or cre hour limit tions where not operating faster th n our normally calculat d CI would result in a far hi her cost. This procedure is however not likely to be used frequently an you will be brief ed if it is required and r quested. A post flight report via EF S should b completed whe ever you d not fly the planned CI. So e routes we operate ha e started to see a planned CI above fuel optimum such as C B. This is monitore d and revie ed every 3 months for ontinued feasibility and other operational impacts.

2.3. Fuel plan ing flywize takes into considera ion forecast weather, a d plans for he most pr bable departure and arrival routing based on nown constraints. It is ossible to set priorities bas d on know runway pr ferences lo ally but SID & STARs h ve to be manually con igured. In case of a variable wind the system al o cannot determine the likely runw y in use so a manual interventio is required. Feedback ia EFOS is e sential to c ntinue to k ep these constraints and probable routes a accurate a possible. We continue to work with t e vendor to simplify th wind weighting system used that affects runway election. 2.3.1. Extra Fuel Extra fuel is det rmined by the Commander, and is sometimes s lected to c ter for unf  reseen eve ts. In the a sence of any non‐standard planning factors, it i company policy to carry the minimum fuel r quired, cor ected for a y increase r decrease in Zero Fuel Weight (ZFW). easons ext a fuel may e appropriate can inclu e: 

ZFW ris

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Aircraft defect



Enroute or destination weather

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Runway in use change

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ATC en ironment

Roundtrip fuelli g on non c st efficient ectors for t nkering should not be lanned unless a turnaround issue or rolling elay results in a direct r quest from NCC to do this. An dditional u lift of 300k s on top of  lightplan fu l is granted to all Com anders without the requiremen to report post flight on the specific reasons for its loading. Quantities abo e 300kgs must be repo ted post flight so that t e planning rocess can e reviewed and adjusted as deemed appropriate. Boeing data illu trates that 1% decrea e in landing weight will result in a 0.75% reduction in trip fuel. As an example n a 3 hrs fli ht with an stimated la ding weigh of 60t and planned trip fuel of 7t a 1% decrease in landing wei ht equals 6 0kg. A 0.7 % reductio in

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trip fuel equals 3 kg. As e er this doesn’t sound li e a significant number but when mul iplied by the estimated number of sectors plan ed for 2012, the reality is that it has the pos ibility to sa e 2.3 millio kgs of fuel. On any flights there is no room for re ucing plan ed fuel by 600 kgs. The point is that extra fuel carrie d costs money and that he flydubai total amou t of fuel saved is the su of  eve y kg saved n every flig t. If we do ot have an perational reason other than "nice to hav " for extra uel, we pro ably should not. If ther are operational reasons you proba ly sho ld. If a ditional fuel has been a ded by the Dispatcher (for weather or an MEL i em for exa ple) you s ould find a omment on the flight plan or in the briefing pack under Additional Information. Contingency Fu l is carried f or many of the same re sons that pilots tend to carry extra f uel for. Be fuel smart! Also rem mber that ven withou extra fuel e have in flight re‐plan ing tool s available i order to reach the destination as i tended. The Commander can also select to remove fuel from the flight a d advise N C. This ma be by seeing that t e planned ayload has ecreased, a weather update allows for a more favourable alternate or that due to a delay policy fu l added ma no longer e appropriate – for xample wh n landing outside of a planned pea period. Th Commander must however alw ys carry at least the leg lly required fuel to complete the fli ht. We are working to improve policy fuel depiction an description on the flight plan to help pre ent double allocation o fuel as well as improve reporting a d data char ing. Our Commercial team are working to provide accur te trends in no show passengers an late purchase routes so that ZFW accuracy can impr ve. Our ev lving busin ss opportunities h ve added t the challenge of keeping the ZFW planned as a curate as pos ible – trans er passengers, cargo, baggage allowance includ d in the tic et price for certain routes e c all have a process impact. ZFW monitoring is ngoing

2.3.2. Tanke ing and co d soaked f uel frost  A n mber of cities either ha e regulated fuel prices abo e what wo ld be seen s an averag for flydub tool a calculation on the coefficient of transport ver results in a posi ive or negative cost to t nker fuel. see on the flight plan what this positive r negative see if when run ing the flig t plan.

r limited supplies that f orces the price i’s network. Within the flight planning us the cost of the fuel is made and this t present it is not possi le for you to alue is, but the Dispatc er can clearly

A n mber of factors affect hether we tanker fuel even if it is p tentially price adv ntageous. hese are n rmally payl ad and deicing availability /cost. A higher payload will result in the aircraft bei g nearer th structural landing limits and so there will be le s pot ntial to tan er fuel. Deicing costs a well as and cold soake fuel frost are two item that deserve further explan tion.

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Carriage of a large quantity f fuel on a long flight (2.5hours+) can cause the fuel to cool and cau e non environmental wing icing known as cold soaked fuel f rost (CSFF) . The five principle parts are 

Fuel qu ntity in the wings



Fuel te perature



TAT enroute



Temperature at the airport of arrival



Humidity

The following c art provide by Boeing rovides vis al guidance on when it may form b t there are some general tips: CSFF ca form any time the win skin is below freezing, he dew poi t is greater than th skin temperature, and he fuel temperature is ufficiently cold. Since the primary mechanism for CSFF form tion is convection, the uel temperature  just aft r arrival is ost relevant. CSFF rate of formation does depend on rela ive humidit , as well as a number of  other factors. CSFF formation is highest wit higher relative humidity levels but the chart a plies to all relative humidity levels. At least 1,500kgs of  fuel is in the main tank









B eing fuel tea

data

It o curs more f requently o the 737NG because of  he design of the fuel tanks (the tanks are located closer to the wi g skin), the higher oper ting altitud s, longer range and the ten ency for airlines to tanker fuel in th main tank for short turn‐arounds or as fuel prices rise. flydubai’s fleet is equipped ith the bla k wing CSFF marked areas illustrate in the FCOMs rela ing to CSFF. flydubai al o holds GC A approval for this procedure. An estimate of  3,000kgs per wi g tank (depending on density) would take the f  el to the boundaries of  the marked areas.

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Tan ering does offer flydub i a great co mercial advantage wh n it is possible. The savings can range from $10/t to $1800/t and ov r a number of sectors t e totals so n pass $2 million per ann m. However deicing co ts per even can cost between $1,0 0 and $2,000 depending on t e station. utside of c re winter onths deici g stations ay not have flui stock or st ff available to provide deicing. If the factors exist that coul be expected to result i CSFF at th planning stage NCC may loo to limit tot l landing fuel to 5 or 6 tonnes or less. If C FF is a concern make a f inal review: 

Length f flight



Conditi ns around the destinati n airport



Planned Ground Ti e



Temperature pattern from arriv l to depart re time



Availability of deicing if required or just war

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Fuel transfer procedure in coor ination wit MCC

fuel

2.3.3. Planni g without a destination alterna e The OM‐A 8.1.2.4.2 gives you the possibility to plan a flight with ut selectin a destinati n alternate. The iddle East has some of the most stable weather in the Worl , and there are often many opportunities where an alternate can b dropped in accordance with the reg lations. Many of flydub i’s destinations have two separate runways and instrument approaches. Be sure to also recheck NO AMS to ensure no shorter term closures or do ngrades aff  ct this. There is the requirement to carry 15 mi utes additi nal fuel wh n no destination altern te is specified but his can often still result in a lower t tal fuel tha carrying an alternate would req ire. In S pt 2011 a t ial was star ed on the DXB‐KWI route. This was selected for 3 main reasons: 

It has a high volume of daily flig ts – this m ans crews are more likely to be familiar with th airport and we will hav a high nu ber of flights that this could be use on



Enroute to KWI there are 3 other flydubai D stinations



Weather is generall good

Up to the end o Dec 2011 t is option h d been use on 221 flights. On ave age pilots added 367kg of fuel. Of the flights that dded fuel only 68 used some of the fuel added by the crew and o average o ly 81kgs was used. On the DXB‐KWI route fuel is normally f  und rather than lost. The reduction in fuel, lus the additional cheaper fuel we have then been able to load in KWI because of our lowe fuel on arrival, provide a saving in only 3 mon hs of AED 106,000. Other airports t at would li ely qualify f or this trial r crew self  election to proceed wit out a destination alternate include AMM / BEY / DAM / BP and SVX. Many factors go into the

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suit bility (such as winter o s) of if a de tination is a sensible ch ice, outsid of whether it me ts the mini um policy requirement.

2.3.4. Reduc d Conting ncy Fuel ( CF) proce ure For unforeseen events, a fli ht is requir d to carry c ntingency f uel. Using t e 3% proce ure inst ad of the standard 5% henever p ssible offer a great possibility to carry less fuel, esp cially on lo ger flights. ave in min that an en oute altern te requires the same weather as a destination alternate. As an e xample: Flig t data: FZ5 4 KTM‐DXB TOW 75t, LW 62t, trip f uel 13t, total distance 1 34 NM. Th enr ute alterna e has to be within 345 M (20%) of  track and maximum 430 NM (25%) rom DXB. This should normally not be a pro lem flying i to DXB, but may be a p oblem at remote location s. For practical purposes cont fuel will never be less than 18 kgs (5 min), whi h basically eans that hen the tri fuel is > 4t the percen age fuel will be higher. 5% f 13t is 650 kgs. 3% is 3 0 kgs, which gives you 60 kgs for extra payloa or reduced TO . A lower takeoff weig t may allow a further reduced thrust ability which can again pro ide a long t rm cost saving and engine benefit. To add a comfo t factor to t is example a buffer could be added to the 3% figure. If 100kgs was added (i.e 3% + 100kg) or an unfa iliar route a saving of 1 0kgs would still be made and over just 1, 00 sectors that has the ability to sa e AED 600, 00+.

.3.5.

Policy Fue

Bas d on experience, it is sometimes smart to carry some extra uel. Flying i to a high density airport uring peak ours with a high numb r of change in clearances or extended hol ing may be an example. Carrying Ex ra Fuel is at the Commander’s discr tion. Carrying Poli cy Fuel is at flydubai’s discretion, int nded to set a standard fuel policy f  r expected eve ts. Policy F el is not a l gal require ent, and the Commander may disr gard this, taking factors like win s, weather, performance, payload, traffic, etc. i to consider tions. Policy:

It is not desirable to plan on la ding with a fuel amoun that will activate Amber caution for low fuel during ap roach and se of the n n‐normal c eck list. Flight Crew should plan to land with a minim m of 2.0 to s of fuel w ich can incl de your planned contin gency fuel.

Note:

flydubai implemented arrival delay 3Q 2011 for Dubai in the flight lanning sys em. On th OFP it appears as ‘Disp Extra’ f  el. The Dubai specifics section has more infor ation. As menti ned previo sly we are orking with the system vendor to find better w ys to defin / explain the reason for the extra fuel that is automatically added.

2.4. Aircraft loading and akeoff CG Maintaing the CG in the mid to aft rang of the allo able CG limits will lower drag and s also lower fuel urn. Loading the aircra t for a take ff CG great r than 21% ill result in red ced enrout drag and also provide takeoff performance b nefit. flydubai does no aut orise inflight adjustment of CG valu s.

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CG ange

Drag effect

8‐1 %

+2%

13‐ 8%

+1%

19‐ 5%

0

26‐ 3%

‐1%

flydubai has moved away fr m a loadin plan of 1/3 forward, 2/3 aft as the business model has evolved. With cargo an transfer tr ffic increasing the simplified loadin technique could not support the operational needs. In t e last week of Decemb r 2011 the average planned takeoff CG was 21.4%.

2.5. FMC programming The 737 aircraft is equipped with a sophisticated FMC including Cost Index (CI) capability wit very accur te time and fuel predictions. Like any computer, the quality of the information entered into th FMC will d termine th quality of the output. Insert the most accurate av ilable infor ation into the FMC; the dep runwa , SID with appropriate tra sition, the FP route with the expe ted arrival rocedure (STAR or FMC Arri al) and lan ing RUNWAY. In addition, load the ruise and d scent winds found on y ur flight plan as th se will be used by the F C to furth r refine co putations. Insert flight lan CI. It is important t at the corr ct flight nu ber and ID NT is used n FMC initi lisation. The functions o the FMC are however limited: 

Optimu

altitude ( PT) is the altitude at th current gr ss weight a d speed

schedule that mini ises instant  neous cost when in EC N mode. It is based on still air perf  rmance i.e it mimics th FCOM data by not considering the ctual and or   forecas winds and  emperatures aloft  or th downrout impact. 

Recom end altitude (RECMD) i not available on the 737NG fleet which also considers the down oute path ( 00‐500nm) and includes the curren and forecast winds and temperatures availab le.



FMCs d not encompass an aut matic ‘look down’ abilit for a step escent but instead focus on a ‘look up’ step climb.



The FM will offer t e ability to evaluate a Step Climb a d an optim m step poi t will be rovided based on mini um cost in CON mode ‐ but again his optimu point w ll be in still  ir .

The flight plan suggested le els should therefore be followed unless they result in an un ble message due to MAX ALT exceedance. ny such ev nts should e reported ia EFOS.

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ersion2 ‐ Company Co fidential

Jan 2012

2.6. APU man gement While always keeping the comfort of pa sengers in ind, efficie t APU man gement ca yiel significant savings. Aft r landing, a oid startin the APU earlier than necessary. After engine sh t down, keeping the AP BLEED off  reduces AP fuel consu ption by as mu h as 35%. The B737 APU burns approximately 105 g/hour or nearly 2kg/minute. Redu ing APU time by 5 minutes per s ctor, can save flydubai lmost 450 tonnes of fu l per year – that’s AED 1.7 million. APU health mo itoring will e impleme ted in 2012 that will pr vide us wit an accurat dat feed of fuel usage levels and APU activity. We have specific requirements during S mmer peri ds regarding Hot Weat er operatio s. Staf f and passe ger comfort must come first during these extre es.

Note

flydubai has evaluated APU cos s vs handling agent agr ements for available ex ernal power, both at DXB and at our estinations several tim s. Previously keeping the APU running has proven to be less expensi e but that is changing a contracts evolve due to our buying power. Prefli ht summar … ‐ when possible, plan without a destination alt rnate

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when it p ys off, use the 3% contingency fuel procedure do not ca ry more Extra Fuel than necessary normally, carry Policy Fuel as recommended by the comp ny use the Operational Flight Plan Cost Index enter cruise and desc nt winds in the FMC minimize the use of APU on the g ound. Don’t start it until it is needed minimize use of APU LEED air hot weat er ops – think staff/ pa sengers co fort

ersion2 ‐ Company Co fidential

Jan 2012

3. Start, taxi  and take  ff  3.1. Warm up Warm up times can mean t at initial fuel burn is higher than it could be if engine start was delayed. Howe er a correct warm up a d cool dow schedule ill preserve engine life whi h in the medium to lon term reduces wear an tear, redu es mainten nce costs a d enables a longe time on wi g. 2 minut s is recom ended by Boeing and C M. After a prolonged shut own (6+ hours) or in cold weather operations C M increase recommended warm up times f 10‐15 minutes should be observe .

3.2. Departur delays So etimes flights may be a fected by a eparture slot time. If this results in a long taxi time and stand occu ancy permits, delay the pushback a d absorb the delay at t e gate with the engines shut down. Coordination with NCC, the Station and ATC will be required to achi ve this. With our expansion into the Euroc ntrol zone n accurate CTOT may be available early on.

3.3. Taxi spee Re ember that fuel burn with engines at idle on th ground is approximately 25% of cruise po er. Control axi speed with brakes a d keep thr st at idle, whenever possible. The car on brakes fitted to the f lydubai flee have reduced wear an tear when hey have fewer but more const nt applicati ns. flydubai SOP shoul be followed.

3.4. Choice of  departure runway vs. taxi times At some airports there may be a choice f departur runway. The trade‐off  oint regarding the cost of taxii g time vers s airborne time is difficult to establish, but a br ad rule of  thu b can be provided – each airport is different and considera ions MUST be given to ID / air ay routings / other traff ic and ATC r quirement: Strictly bas d on fuel c nsumption, it mig t be worth hile to taxi an extra 4 inutes for every minute of airborne time saved. A flight departing in a direction 180 degre s from the intended flight course may need to travel an extra 5 miles in t e air. Prio rities should be given to takeofff performance t carry the r quired payload and on time perf ormance. Should an alternative runway direction give a shorter airtime but require a higher thrust on departure i can be ass med that t e direction allowing for a reduced t rust departure woul be more b neficial over time. Taxitimes are monitored an adjusted i the flight planning syst m on a mo thly basis. We hope to shortly introduce runway specif ic taxitimes and enhanc that again before the end of 2012 with a f  rther suble el by time f day. The inimum pl nned taxi out time without hist rical airpor data being available is 0 minutes.

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ersion2 ‐ Company Co fidential

Jan 2012

3.5. Flap setti g on depa ture A lo er flap set ing will sav fuel and help to increa e the assumed temperature or derate available. Although the flaps increase li t they also increase dra and fuel consumption. The actual fuel save between a flaps 1 or fl ps 5 takeof  is small (